Commercial Vehicle Workshop January 2022

001_CVW_JAN22_Layout 1 16/12/2021 12:59 Page 1

The trade magazine for servicing and repair professionals

COMMERCIAL

VEHICLE WORKSHOP JANUARY 2022

GOING THE EXTRA MILE

Assisting a public transport operator with their battery servicing requirements

Also in this issue…

■ Part nine of Bosch's 'KTS Made ESI' ■ The points worth repeating about brake inspections and servicing ■ Ensuring tyres are performing at their best during winter

CPN/CVW page grid_Layout 1 18/01/2021 13:53 Page 1

003_CVW_JAN22_Layout 1 16/12/2021 17:26 Page 3

CONTENTS

Volume 19

Issue 1

REGULARS 5

Viewpoint

12 Business & Training

6

News

41 What’s New?

8

Tech Tips

BRAKES 16 Toby Clark outlines the points worth repeating about brake inspections and servicing 18 Replacing the air dryer cartridge and main sieve on KnorrBremse’s Electronic Air Control Systems

12

20 A guide to the correct lubrication of automatic slack adjusters and camshaft bearings 21 The brake brand offering workshops a choice for the varying duty levels of CVs 23 Why the industry will likely move away from conventional drum brakes

BATTERIES 25 Why the ProMotive AGM battery is so unique 28 Is there a future for traditional lead-acid batteries?

30 Case study: assisting a transport operator with their battery servicing requirements 32 The surge in battery-related breakdowns costing fleets thousands

39

32

WINTER SERVICE & LIGHTING 34 How to ensure tyres are performing at their best during the winter months 35 The range of lighting that covers all bases 36 Light up the darker months both in the workshop and out on the road 38 The lighting regulations suppliers need to be meeting 39 Why now is the time to check the condition of your wiper blades

34

JANUARY 2022 CVW 3

CPN/CVW page grid_Layout 1 13/12/2021 11:45 Page 1

005_CVW_JAN22_Layout 1 16/12/2021 16:50 Page 5

VIEWPOINT

www.cvwmagazine.co.uk

CVWmagazine

@CVWmagazine

A NEW YEAR?

Editor CIAN BRITTLE Editorial Assistant FREYA COLEMAN

A

Group Editor KIERAN NEE Digital Manager KELLY NEWSTEAD Senior Account Manager ALEX DILLEIGH Group Manager ROBERT GILHAM Graphic Designer GEMMA WATSON Group Production Manager CAROL PADGETT Subscriptions Commercial Vehicle Workshop is a business magazine for companies and individuals involved in all aspects of commercial vehicle servicing.

It is published 11 times a year and is available on free subscription to qualified readers.

Subscription rates: UK £30 To be removed from this magazine’s circulation, please call 01923 237799 or email circulation@hamerville.co.uk.

Printed by Walstead Peterborough Published by HAMERVILLE MEDIA GROUP Regal House, Regal Way, Watford, Herts WD24 4YF Tel: (01923) 237799 Website: www.hamerville.co.uk Copyright © 2021

s I contemplate the year ahead for the third time as CVW editor, it’s difficult to tell how much things have changed. My very first Viewpoint centred on the creation of Clean Air Zones (CAZs) across the country and, with emissions being an ever-present topic in this industry, we move into 2022 with Bradford and Greater Manchester becoming the latest cities to implement the feature. This follows in the footsteps of Bath, Birmingham, Portsmouth, and – with its Ultra Low Emission Zone (ULEZ) – London.

As touched on last month, we also have the impending introduction of the Euro VII regulations. This goes alongside the continued push from the major manufacturers to switch to alternatively-fuelled vehicles. For example, IVECO has recently announced a partnership with Air Liquide to develop hydrogen mobility in Europe. Matthieu Giard, Vice President, a member of the Executive Committee, supervising hydrogen activities at Air Liquide, said: “Hydrogen can significantly contribute to reducing emissions of the transportation sector as it is particularly well suited for long-haul heavy-duty vehicles.”

Yet, by the third Viewpoint of my tenure, it was COVID-19 that dominated headlines across the country. I have barely known the commercial vehicle industry without this pandemic hanging over our heads, and I still find myself writing about the latest in a long line of variants. But this has all been done before, and this industry has responded to every challenge thrown its way. This is why 2022 doesn’t feel like a fresh start, a new beginning. It’s a continuation of what’s come before, persevering against whatever’s thrown our way – after all, we still haven’t been able to see the true effects of Brexit, something that has already greatly affected parts supply and haulage, but which has still been made largely obsolete by the ongoing pandemic.

In some ways, we’re returning to the tried and tested methods rather than modernising beyond our means, as the recent announcement from the Driver and Vehicle Standards Agency (DVSA) suggests. Initially, the plan for Earned Recognition was for all reporting to be done through digital means, and the deadline for this new process to be met was in April this year. However, the DVSA has removed the deadline entirely, meaning operators can continue to choose between either manual or digital systems, or a mix of the two.

Now, I’m sure you can see where I’m going with this, but it goes to show just how important it is to have a mix between both physical and digital approaches; they are symbiotic, rather than detracting from each other. Our approach on CVW is to provide you with our monthly issues of the magazine in its purest form, complementing this with the latest news across our website, while also providing easy access to our archive of digitalised magazines so you never miss a thing.

I wish you a successful – and continuingly resilient – 2022 enjoy the issue,

Cian B rittle Editor

8,459 From 1 July 2020 to 30 June 2021

Associate member

The publishers and editor do not necessarily agree with the views expressed by contributors, nor do they accept responsibility for any errors of translation in the subject matter in this publication

JANUARY 2022 CVW 5

006_CVW_JAN22_Layout 1 16/12/2021 16:53 Page 6

NEWS Earned Recognition scheme requirements change

Digital maintenance reporting requirements for DVSA Earned Recognition scheme are set to change in April.

Earned Recognition operators, or those seeking to join the scheme, will not need to have one single fully digital maintenance reporting system by 1st April 2022. These changes have been made with the consultation of members, operator outside the scheme and IT suppliers.

The scheme will now allow operators to choose validated reporting methods best suited to their operation, meaning they will be able to use a mixture of manual maintenance and vehicle systems alongside digital reporting. Operators can also use more than one electronic system to collect data.

Operators on the scheme will still need digital reporting systems for drivers’ hours and tachograph data, as they have previously, the performance standards they must meet for the scheme also remain the same. The Earned Recognition team is satisfied with the range of methods in place for maintenance reporting.

Through these changes, the DVSA is claiming to make this voluntary and free to join scheme more accessible to operators of all sizes.

There are some exceptions to Earned Recognition scheme operators providing fully digital reporting systems for drivers’ hours and tachograph data, as some PSV domestic drivers hours are reported differently, e.g. Driver Allocated Systems.

6 CVW JANUARY 2022

New van registrations on the rise Despite market volatility, the number of vans reaching Britain’s roads rose 11.4% compared to winter lockdown months last year, according to figures released by the Society of Motor Manufacturers and Traders (SMMT).

With the sector still suffering from significant semiconductor shortages, stability of supply remains a key issue and market volatility is likely to be a feature well into 2022. With a September recovery in the construction sector and growing business investment, demand has been increasing and manufacturers have battled to fulfil orders.

There has been an increase in vans weighing more than 2.5 tonnes by 7.7%, the pickup market also growing about 31.2% and vans weighing between 2.0 and 2.5 also grow by 21.2%. The biggest growth, however, was seen in the 4x4 market which grew 39.9%, despite being traditionally volatile.

However, the continuation growth into next year will depend on supply and demand factors, economy recovery rate, inflation and the ongoing pandemic.

Despite this likely volatility, SMMT is still forecasting the LCV market to return to pre-2019 levels in 2022.

Mike Hawes, SMMT Chief Executive,

said: “A pre-Christmas boost to van registrations will be welcomed by the industry, but it remains a rollercoaster of a market. Demand is clearly robust, but market volatility is likely to remain a feature as supply chain shortages throttle the sector’s ability to fulfil orders.

“Manufacturers are working hard to try and overcome these shortages and the November deliveries illustrate the success they have been having in the UK. Whilst the outlook remains challenging, customers can be reassured of the industry commitment to the commercial vehicle sector, given its importance to the operation of society and business growth.”

College supplied with vehicles to boost logistics careers Two RHCV-branded LGV lorries have been supplied to South Essex College, designed to support students and the local community to enter a career in logistics.

These lorries supplied by RHCV will be used to train LGV drivers from all walks of life, such as students on LGV apprenticeship programmes, those who are unemployed, or anyone who wants a change of career.

Located over three main sites, South Essex College offers a range of transport based qualifications alongside a logistics support training to students of all ages. To assist the various courses available, the college purchased two Renault Class 1 and 2 lorries which have a Euro 6 engine, the lowest emissions available. They include an additional set in the cab for two learner

drivers to be in the lorry with their instructor.

The vehicles also comes with four cameras situated on the left and an additional window in the nearside door which claims to enhance the view of the learner driver, a requirement that allows them to be used to deliver training in London.

006_CVW_JAN22_Layout 1 15/12/2021 18:25 Page 7

www.cvwmagazine.co.uk

The team at Heathline Commercials with Gavin Cape (fourth right).

CVWmagazine

@CVWmagazine

First LNG-powered trucks in use Samworth Brothers Supply Chain has introduced the first LNG-powered trucks into its fleet, following a fourweek trial with a demonstrator provided by the local Volvo Trucks dealer.

“It’s a great move for the business and just the start of our LNG journey”

Pandemic resolve pays dividends Heathline Commercial’s decision to forge ahead and open a £500,000 workshop at the start of the pandemic has proved beneficial, as its workforce almost doubled and its revenue grew by over 40%.

Construction began in autumn 2019, but freezing conditions pushed the completion date back to the spring of 2020, by which time the country was in the grip of COVID-19. Gavin Cape, engineering director at Healthline Commercials, said: “We quickly resolved to press ahead and remain open to ensure vans, trucks and buses remained on the road.”

“Our decision to keep working paid dividends in terms of strengthening relationships with current customers and attracting new ones. In addition, our new workshop has also enabled us to offer improved facilities and a wider range of services.”

The resulting increase in business has allowed Healthline Commercials to expand its workforce from six to 11, recruiting four additional HGV technicians. Also, revenue has jumped by 44 percent over the five months from April to August 2021, compared with the same period in 2019, before this expansion.

The move sees the logistics arm of the chilled specialist take delivery of six new Volvo FM LNG tractor units with Globetrotter cabs, each meeting Transport for London’s three-star Direct Vision Standard rating.

Volvo claims the new trucks will be double-shifted and operating 24/7, covering up to 250,000 km per annum and expected to remain on the fleet for just over four years.

Dave Alexander, Transport Manager for Samworth Brothers Supply Chain, says: “Running on biomethane allows us to make a significant and immediate reduction to the carbon footprint of these vehicles, versus the diesel models they replace. It’s a great move for the business and just the start of our LNG journey.”

008_CVW_JAN22_Layout 1 16/12/2021 13:17 Page 12

TECH TIPS

MAINTAINING APPEARANCES Henkel gives advice on how to correctly apply its Teroson MS 9320 SF seam sealant to keep vehicles looking brand new.

I

n order to keep a fleet looking top standard, it is crucial to reproduce the same quality and visual appearance that is provided by the original OEM seams, which will also help to avoid corrosion caused by environmental factors.

Henkel claims that its sealing technologies allow commercial vehicle workshops to reproduce all kinds of OEM textured beads with just one seam sealant product, Teroson MS 9320 SF. The company says that its product can produce ribbed beads as well as traditional textured beads, and standard seams are also possible with its isocyanate and solvent-free modified silane polymer.

Teroson MS 9320 SF can be used for both sprayed and brushable applications, and it exhibits very good adhesion to a wide range of substrates without the use of a primer.

The fast-curing sealant may be overpainted, and it has excellent UV resistance and weathering performance.

With the following instructions, workshops can recreate those traditional, textured seams with spray seam sealing/spray surface coating.

Tools ■ ■ ■ ■ ■

Chemical resistance gloves Masking tape Safety glasses Spray nozzles Application gun

8 CVW JANUARY 2022

“It is crucial to reproduce the same quality and visual appearance that is provided by the original OEM seams.”

1. Preparing the cartridge Remove the bottom cover and open the cartridge. Screw the dispensing nozzle required (inner nozzle) onto the cartridge.

2. Attaching the air cap Insert the cartridge into the spray gun and screw on the blue screw collar. Screw with air cap fully into the blue screw.

3. Using the air gun Adjust the compressed air gun and the screws – the supply pressure must be 6 bar and 10 bar. Start the closed sealant flow and open the air flow completely. Position the gun towards the substrate and press the trigger. Slowly open the sealant flow to get a base structure (different ratios of sealant and air supply will produce the required texture).

4a. Spray seam sealing Hold the nozzle in the vertical position and move it at a right angle to the seam approximately 4cm above the surface. In case of overspray, adjust the distance. Let the product cure.

4b. Spray surface coating For coating larger areas, adjust the distance of the nozzle to the surface to approximately 20cm. Let the product cure.

FOR MORE INFORMATION, VISIT THE HENKEL VEHICLE REPAIR & MAINTENANCE (VRM) WEBSITE, WWW.RDR.LINK/VAI001

CPN/CVW page grid_Layout 1 13/12/2021 11:46 Page 1

CPN/CVW page grid_Layout 1 16/12/2021 14:39 Page 1

011_CVW_JAN22_Layout 1 16/12/2021 13:15 Page 11

TECH TIPS

KTS TRUCK MADE ESI: PART 9 In the penultimate part of this series, Bosch outlines how to save your work for future reference or how to share it with customers as a Protocol.

A

really helpful feature of ESI Truck is the ability to save key data as you work to be able to have a record of your work on the vehicle either for future use or to share with the customer to show what has been done to the vehicle and, more importantly, why.

As you work through the diagnostic process, occasionally there will be a Save button at the bottom of the screen (Fig. 1).

This could be when reading fault codes, monitoring actual values, recording live data or following a maintenance schedule.

Clicking this Save button will add the data onto a customer-friendly printout

and will be held in the ESI Truck system for future reference.

The Protocols button will present a screen where all of this information can be viewed (Fig. 2). Simply choose which type of information you would like to see and then select the vehicle in question. At this point, you must enter your workshop data if you haven’t already done so, so that the protocol can be produced professionally. You can also edit the customer data to make the report customer specific and for you to keep track of which protocol (Fig. 3 & 4), maintenance schedule (Fig. 5 & 6) or recording (Fig. 7 & 8) is for which vehicle.

���

Each tab within the Protocols menu will show what is available depending on what actions you have performed on each vehicle.

Next up is the final edition of KTS Truck made ESI, so don’t miss out! Bosch will discuss the ESI Ticket, which is your link to Bosch to report feedback on the software.

YOU CAN ACCESS THE PREVIOUS PARTS OF THIS SERIES WHENEVER AND WHEREVER YOU WANT THANKS TO THE CVW MAGAZINE ARCHIVE ON OUR WEBSITE, WWW.RDR.LINK/VAI002

���

���

���

���

���

���

��� JANUARY 2022 CVW 11

012_CVW_JAN22_Layout 1 16/12/2021 14:19 Page 12

BUSINESS & TRAINING

DUTY OF CARE W

hether it’s protecting your staff from obvious risks like the safe use of lifts and pits, less visible hazards like harmful particulates, or the long term effects of noise and vibration, workshop managers are already accustomed to taking a proactive health and safety at work.

However, winter weather brings a whole new set of variables and potential risks that require vigilance, planning and proactive action – not least to ensure that you can keep your doors open when bad weather closes in.

The past year has made the Met Office’s history books for some of the chilliest UK weather on record, with February temperatures dropping well below -20OC. While these kinds of temperatures are by no means unheard of in the UK, “extreme weather events” are becoming more commonplace. These kinds of dramatic and volatile temperature swings make it very difficult for businesses to prepare for the risks of wintery conditions.

This is a challenge affecting every industry: research by the Institute of Workplace and Facilities Management (IWFM) found that almost a quarter of their members said that their organisation doesn’t have a winter maintenance plan in place – and of those that do, 26% fail to review it annually.

12 CVW JANUARY 2022

The cost of slips, trips, and falls The Health and Safety Executive (HSE) estimates that around five million days are lost each year through workplace injuries, costing the UK economy billions of pounds. Slips, trips and falls account for over a third of employee injuries – making up more than half of all reported major/specified injuries and almost 29% of over-seven-day injuries – and more than 50% of such accidents take place during the coldest months of the year. These statistics serve as a chilling reminder to all businesses of their responsibility to protect people from the risks of slips and falls in icy conditions.

Meeting your duty of care The Health and Safety at Work Act 1974 states that an employer has a duty of care to ensure, so far as is reasonably practicable, the health, safety and welfare at work of all employees, including the provision of a safe working environment. For CV operations, this duty of care also extends beyond staff to anyone visiting, or passing by the facility, including suppliers on company business.

As a result, every organisation must be able to demonstrate that they have done everything reasonably possible to meet their duty of care. Any plan has to ensure compliance with all health and safety legislation and that effective steps have

Brendan Aherne, Managing Director of Winter Services at Outco, offers some advice to workshops for effective winter planning. been taken to make sites safe for staff and customers during harsh winter weather.

Clearly, this is more than an administrative matter: failing to get things right can have a major effect on any individuals that come to harm and also to an organisation’s reputation and its finances. There is also the risk of legal action. Over the past few years there has been an increase in litigation with ‘slipping on ice’ accidents having the potential for the highest value claims and compensation.

Data driven compliance Like virtually every other industry, outdoor facilities management is becoming increasingly data driven – and this is how Outco approaches winter operations. For example, a site visit to clear snow and ice from a forecourt would be triggered automatically by detailed road surface temperature forecasts. At the same time, data brings more transparency and peace of mind to customers: the actions taken to mitigate adverse weather can be tracked by customers in real time and used to create robust records that can be used in the event of incidents.

Not only are Outco’s site visits logged the moment a gritting vehicle enters a geofenced area (as defined by its GPS coordinates), but its gritting crew’s movements and activities can be tracked via

012_CVW_JAN22_Layout 1 16/12/2021 14:20 Page 13

the smartphones app they use to manage and record their jobs. Furthermore, that information can be shared with customers too to ensure that they have clear line of site as to how and when access roads and forecourt areas have been cleared. This kind of detailed real-time intelligence and up to the minute automatic reporting ensures that companies remain safe, operational and completely compliant, even during the harshest of winters.

쏆

A winter maintenance plan

쏆

Just like every other area of the commercial vehicle industry, bringing a proactive and fully managed approach to winter maintenance can help prevent accidents and mitigate potential liability claims.

Ultimately, this comes down to having a robust winter maintenance plan that is embedded into an organisation’s health and safety policy. By doing so, businesses can meet their duty of care, achieve compliance, manage risk, and meet insurers’ expectations. Furthermore, when the bad weather does arrive, acting on the basis of a clear plan can be key to ensuring business continuity.

Your adverse weather policy should clearly communicate how your organisation will manage/take action in extreme weather situations. Key aspects of any effective plan include:

쏆

쏆

쏆

쏆

Use of a recognised health and safety management system such as OHSAS1800115 to ensure the plan is fit for purpose.

Clearly defined and communicated responsibilities – both on the ground and with a senior ‘champion’ to ensure high level management buy-in.

A process for documenting the proactive actions, incidents and investigations undertaken with records maintained and kept for a minimum of three years.

Ensuring the plan is based on detailed surveys to identify hazard areas and that action is undertaken according to real time accurate weather data and agreed action triggers for service.

Adequate resourcing with either professional contractors or a dedicated trained in-house team, sufficient and well-maintained PPE. Clearly defined KPIs to measure performance against and a process to review the plan and any KPIs on a regular basis (at least bi-annually).

Don’t leave it to the last minute A carefully considered winter maintenance plan will be an essential part of your Health & Safety toolkit, ensuring the safety and productivity of everyone on site. Ultimately, the process of developing such a plan should start months ahead of winter. If your

organisation is one of the quarter of UK businesses without a plan (and presumably having to respond in an ad hoc manner to current conditions), then now is the time to take stock of the scope of the challenge and evaluate your organisation’s response. The lessons learned this winter will be invaluable for developing an adequate plan for the future. This is equally true for businesses that have prepared but perhaps not been following best practice to regularly review their planning: once the pressure is off, take time to review and seek opportunities to improve.

Can you really afford not to?

One of the most fundamental reasons that the UK always seems to lag behind other countries in managing extreme weather is that preparedness costs money. However, the short-term costs of effective planning pales into insignificance compared to the financial and reputational risks to an organisation of being found negligent and failing to meet its duty of care.

FOR MORE INFORMATION ON HOW TO KEEP COMPLIANT THIS WINTER, CONTACT OUTCO ON 0800 0432 911, EMAIL INFO@OUTCO.CO.UK OR WWW.RDR.LINK/VAI003

JANUARY 2022 CVW 13

014_CVW_JAN22_Layout 1 16/12/2021 14:24 Page 22

BUSINESS & TRAINING

Gemco is the exclusive agent for the Sherpa range of commercial vehicle roller brake testers and associated (ATF) test equipment. Here the company explains how it can resolve virtually any workshop equipment problem.

14 CVW JANUARY 2022

PASSING THE TEST

W

hether you are looking to purchase a single brake tester for pre-testing your own vehicles, or you are planning to build an entire workshop including ATF Lane(s), Gemco says it can help every step of the way. The company says it can offer the entire package which can include builders and electrical works, aftersales services and calibration packages.

A specialised team of factory-trained Sherpa brake tester engineers will provide calibrations and repairs for customers, anywhere in the UK. As part of the commitment to its customers, the company is also able to carry a huge amount of spare parts on its vans, which it says ensures that its first-time fix rate is the highest it can be.

A brake tester can be a big investment and so Gemco feels a face-to-face conversation helps to ensure that customers have all the information needed to make an informed decision.

Knowledgeable sales staff are also on hand to help with any questions customers may have, and a dedicated CAD team work alongside sales staff to provide layout and civil drawings, assisting customers with the planning and application processes.

The Sherpa brake tester range consists of three models, all of which are said to be approved by the DVSA for ATF Testing;

Mobile Brake Tester ■ The Sherpa BPS Mobile brake tester is

beneficial for workshops with limited space, according to the company.

Designed for high usage workshops, it is said to be easy to use and suitable for indoor and outdoor use.

Inground Brake Testers The Sherpa BPS Twin and Kompakt 15 brake testers feature the same tablet operation as the mobile machine.

■ The Kompakt 15 is a single piece design

with special planetary drive gearbox motors. The BPS twin has an 18 tonne axle test weight and is a two piece design, making it suitable for cross pit installation.

■ The Twin is also approved for tachograph

calibrations and functionality enables integration onto the same roller bed, providing the ability to carry out two jobs on one brake tester.

TO FIND OUT MORE ABOUT THE RANGE OF ROLLER BRAKE TESTERS AVAILABLE FROM GEMCO, VISIT, WWW.RDR.LINK/VAI004

CPN/CVW page grid_Layout 1 13/12/2021 11:47 Page 1

016_CVW_JAN22_Layout 1 16/12/2021 17:08 Page 16

BRAKES

BRAKE CARE MAINTENANCE

&

When it comes to brakes, the consequences of failure are frightening; as perhaps the most safetycritical part of a truck, it’s important to never take anything for granted. Toby Clark discusses the points we think it’s worth repeating about brake inspection and servicing.

T

he DVSA’s latest ‘Guide to Maintaining Roadworthiness’ says that “every safety inspection must assess the braking performance of the vehicle or trailer” and advises that a calibrated roller brake tester (RBT) should be used “to measure individual brake performance and overall braking efficiencies”. But ideally the vehicle should be fully laden for the test, and you need to know how to interpret the results, particularly the balance across each axle — a vehicle can pass its MoT with an imbalance of as much as 30% across an axle.

But roller brake tests aren’t everything: proper brake maintenance involves listening to what the driver has to say about a vehicle, and simply spending the

16 CVW JANUARY 2022

time to look at the components: as one fleet engineer put it to us: “if you are a good mechanic you should be spending at least five minutes under each wheel end.”

For instance, blue spots on the disc indicate sustained high temperatures due to hard braking or poorly-balanced brakes, and should be investigated before they result in cracking. Heat checking on a brake disc — light, short radial marks — is a common result of the normal heating and cooling of the rotor, and should not be a worry. However, if the lines get longer and persist, it indicates a more serious heat problem (perhaps due to binding or badly adjusted calipers or disc runout) and the check marks might develop into cracks.

Brake scoring is again not serious until it gets excessive: manufacturers suggest that if the circular grooves in the disc are more than 0.5mm deep — a feeler gauge helps here — the disc should be resurfaced (component makers don’t like the term ‘skimming’) unless, of course, that would take it below its minimum thickness.

Disc runout is often the cause of brake problems, from judder to serious pad damage. This could be from a disc that has been made wrongly, but is much more likely to be due to corrosion or dirt on the mounting face, or a disc that has warped under the heat of excessively hard braking.

Either way, the traditional method of running a dial test indicator on the disc face still works; measuring near the outside

016_CVW_JAN22_Layout 1 15/12/2021 19:14 Page 17

radius of the disc, around 0.07mm is usually regarded as the maximum acceptable runout figure.

Dirt or corrosion can also mean that new brake pads are a tight fit in the carrier; it is always a good idea to clean the mating surface but, as ever, this should be done with the greatest of care to avoid hazardous brake dust being spread around. And when fitting replacement disc rotors, be sure that the hub and disc splines have a suitable coating of copper grease if it is specified.

It’s easy to overlook the electrical parts of a braking system, but these should be inspected too. The MoT test has some pretty basic requirements — is there an ISO 7638 ABS/EBS cable between tractor and trailer, for instance — but a checklist of connectors, cables and sensors goes a long way to maintaining safety. When replacing disc brake pads, check the leads for the wear warning indicators: some replacements will have them already attached, while for other applications they may be a separate item.

Likewise, air hoses and connectors should be inspected in a methodical way — hoses in particular do not last forever, and replacements should meet the DIN74310 standard. Another critical part of the compressed air system is the air dryer cartridge; a replacement must be torqued down correctly and then tested for function: Bendix suggests that you check that the compressor performs an air dryer purge correctly, and then do a soap bubble test for leaks.

Automatic slack adjusters (ASAs or ABAs) have been a mandatory fitment on most trucks’ drum brakes for decades, but there is still a lack of understanding about how to look after them. One DVSA Vehicle Examiner we spoke to said he had come across “many in-service commercial vehicles and trailers… with defective brakes as a result of automatic slack adjusters being faulty or not functioning correctly through poor maintenance procedures or being incorrectly installed”.

Automatic slack adjusters must not be manually adjusted (as long as they have been installed correctly) but should be examined at every regular inspection: check that there is enough stroke available for the pushrod, and that the bracket is aligned

correctly, and look for cracks, impact damage and broken fasteners.

The internal mechanism of an ASA does wear out; the ‘de-adjustment torque’ needed to move the worm shaft hexagon head anticlockwise should be above a certain level. A new unit needs around 40Nm to click the shaft round to the next tooth on the clutch mechanism; once it is down to about 18Nm you should replace the mechanism. Service packs are available, but most operators would just replace the whole unit.

As with any safety-critical part on a vehicle, you need a properly calibrated torque wrench to work on slack adjusters.

Some manufacturers warn that you must NOT use impact wrenches (air or electric) on their moving parts: Haldex, for instance, says “internal components may be damaged! = Warranty invalid”.

Slack adjusters also need to be lubricated, though greasing intervals vary: a haulage truck every six months or so, a refuse vehicle every three months, while an offroad vehicle (subject to frequent wheel washing) ought to be greased and inspected once a month. In any case, only use a conventional lithium- or calcium-based grease, and never a molybdenum disulphide (‘moly’) grease.

Aftermarket braking materials — discs, pads, drums and shoes — must comply with standard R90, which regulates the braking performance and compatibility of these

components. The friction performance of the replacement part must be within +/-15% of OE specification, and there is a thermal fatigue test. “It relates to stopping power,” says Andrew Kibler of Juratek, adding “We would see it as a minimum standard. Fleet engineers certainly should be aware of it!”

To meet the R90 standard, the manufacturer has to measure every batch that is produced for its friction parameters and physical properties. These records are kept and may be examined later. The standard is overseen by the VCA in the UK, which undertakes regular factory audits.

Customers should look for the ECE R90 mark on the product itself. You can also tell where the component’s conformance testing took place from the markings on it: a circle, the letter E and a number — E11 indicates the UK, while E1 indicates Germany.

Another growing issue with brake components is the materials they are made of: while asbestos has been banned for thirty years, copper has become a key part of braking materials for its heat-conducting and noise-reducing abilities. But as brakes wear, they shed tiny particles, and copper from brakes has been found to contaminate waterways. There are already agreement in some US states to limit the copper content in brake systems; while European countries have yet to follow suit, some aftermarket manufacturers offer copperfree pads and shoes.

JANUARY 2022 CVW 17

018_CVW_JAN22_Layout 1 15/12/2021 19:18 Page 26

BRAKES

REPL ACING THE AIR DRYER CARTRIDGE AND SIEVE Knorr-Bremse explains how to replace the air dryer cartridge and main sieve on the company’s Electronic Air Control Systems.

K

norr-Bremse Electronic Air Control systems provide intelligent air management of the vehicle pneumatic system, controlling the filling of the brake and auxiliary circuits. The latest version, EAC2.5, fitted to Renault and Volvo trucks, incorporates an electronically controlled parking brake, so there are fewer pipes and a reduced risk of pipe defects and leakage. The assembly incorporates air dryer cartridge maintenance prediction and bayonet fittings to make servicing faster and easier.

deformations at the valve block.)

4 Position a flat-headed screwdriver in one of the slots in the desiccant cartridge interior to lever out the housing.

5 Remove main sieve.

��� Valve block check

any damage on the outside? If these are missing or damaged, the desiccant cartridge housing must be renewed.

5 Clean the bayonet ring. Replace the bayonet ring if the protective surface is worn and/or three or more bayonet ring clips are bent, cracked or missing.

Once the bayonet ring is removed, visually check the valve block.

��� Installation Cleaning 1 Close openings of the safety valve (A) and the non-return valve (B) with a lint free cloth or with sticky tape to help prevent any dirt from entering.

2 Clean the chamber (grey), the sealing surfaces (C), the thread and seal area (D) of the locking screw (3) and the bayonet ring notches (E) to remove all dirt.

Here is the step-by-step guide to replacement of the air dryer cartridge and main sieve.

��� Disassemble Remove bayonet ring, desiccant cartridge housing, desiccant cartridge interior, locking screw and main sieve.

1 Remove the locking screw (3) – Torx T30. Unscrew the locking screw. (If the locking screw breaks off at the predetermined break-off point, the remainder of the locking screw can still be removed with a 5mm Allen key.)

2 Place two screwdrivers on the bayonet ring clips. Rotate the bayonet ring with both screwdrivers anti-clockwise until it loosens. Slide the bayonet ring over the desiccant cartridge housing.

3 Remove both the desiccant cartridge housing and interior assembly from the valve block. (If it is not possible to remove the assembly from the valve block by hand, insert a flat headed screwdriver in one of the three grooves, and rotate or lever lightly with the screwdriver, but avoid scrapes and

■ If the protective surface is worn down

to the base metal or if the bayonet ring notch has any damaged, the EAC2.5 must be replaced.

■ Wear of the sealing area where it contacts the cartridge interior is permissible, as is wear caused by the ribs of the desiccant cartridge interior.

��� Clean

1 Clean inside and outside of the cartridge housing.

2 Check all the inside surface for corrosion.

3 Check sealing surface for damage.

If corrosion is found inside the desiccant cartridge housing or there is damage to the sealing surface, the cartridge housing must be renewed.

4 Is the positioning notch still intact on the desiccant cartridge housing? Is there 18 CVW JANUARY 2022

DO NOT use compressed air to clean the area in the chamber as this may cause dirt to enter the safety valve (A) or the non-return valve (B) resulting in a malfunction.

3 Check sealing surfaces, inner thread and sealing area for the locking screw for scratches.

4 Check also valve block and replace if damaged.

Mounting There are two valve block variants of the EAC2.5. Insert the locking finger of the main sieve thoroughly into the opening for the safety valve. If the main sieve has not been inserted correctly it may become damaged when the desiccant cartridge assembly is fitted and the EAC 2.5 will malfunction.

018_CVW_JAN22_Layout 1 15/12/2021 19:18 Page 27

1 Remove the transport strapping.

2 Apply the supplied grease to the sealing elements in the desiccant cartridge interior, but do not alter their position.

(Lubrication will minimise the necessary force required when fitting).

3 Align the positioning notch of the desiccant cartridge housing directly over the desiccant cartridge interior detent and push the housing to engage.

The two fingers of the valve block must be aligned with the detents in the desiccant cartridge interior.

4 Push the assembly on to the valve block.

5 Lubricate the bayonet ring, the flange and five lugs.

6 Fit bayonet ring and turn in a clockwise until it clicks into place.

7 Tighten the bayonet ring with two

screwdrivers in a clockwise direction as shown.

8 Either grease the O-ring on the new locking screw or lubricate the O-ring sealing area in the valve block.

9 Tighten securely to a torque of 5+1 Nm. 10 Reset the cartridge predictive maintenance to 0 using an appropriate diagnostics tool.

FOR MORE INFORMATION ON KNORR-BREMSE EAC 2.5 PARTS , WWW.RDR.LINK/VAI005

020_CVW_JAN22_Layout 1 16/12/2021 16:58 Page 20

BRAKES

SLACK ADJUSTER AND

BPW runs through its guide to the correct lubrication of automatic slack adjusters and camshaft bearings.

CAMSHAFT LUBRICATION

B

PW recommends that automatic slack adjusters and camshaft bearings are greased at least every six to eight weeks, not exceeding 12 weeks for UK operations.

Points of lubrication – slack adjuster Lubricating the slack adjuster requires removing the slack adjuster dust cap (1a) and applying the grease via the grease nipple (1b) until the old grease is purged out and the new grease emits from the adjustment bolt housing. Make sure to refit both caps.

Points of lubrication – camshaft

•

Lubricating the inner spherical bearing (2a) and the outer camshaft bearing (2b) requires removing the plastic grease nipple cap and connecting the grease applicator to the nipple.

•

• Less than adequate lubrication, and the absence of the slack adjuster dust cover, allows ingress of dirt and moisture which will compromise the performance of the slack adjuster.

If, after three or pumps, no grease appears from the seal (old or fresh grease), stop and inspect the opposite end of the outer camshaft bearing – there should be no grease in the area highlighted. If grease is visible, it is advisable to check the condition of the bush and seal arrangement.

If no grease enters the bearing area, check the grease nipple for blockage and replace if necessary. If the grease nipple is clear, check the bush for blockage.

Failure to follow these recommendations could result in premature wear to these components shown

Points of lubrication – camshaft Less than adequate lubrication, and the absence of the slack adjuster dust cover, allows ingress of dirt and moisture which will compromise the performance of the slack adjuster.

Lubricating the inner spherical bearing (2a) and the outer camshaft bearing (2b) requires removing the plastic grease nipple cap and connecting the grease applicator to the nipple.

• Fresh grease should be delivered until visible at the seal • Remember to refit the plastic grease nipple cap

Maximum bearing play must not exceed 0.8mm for the inner and outer cam buses (manual lift only, no assistance from bars).

FOR MORE INFORMATION AND TECHNICAL GUIDES FROM BPW, WWW.RDR.LINK/VAI006

20 CVW JANUARY 2022

021_CVW_JAN22_Layout 1 16/12/2021 17:00 Page 31

SPOILT FOR CHOICE Juratek explains how its Synergy brake brand offers workshops a choice suited to the varying duty levels of commercial vehicles.

C

ommercial and public service vehicles experience a wide spectrum of use when they’re in service, and this can have a huge effect on the pressure and operating temperature a vehicle’s brake system is subjected to. Some aftermarket suppliers only have one material grade for all these diverse applications. Juratek, however, offers three materials tailored to the stresses of a vehicle’s day-to-day.

At one end of the scale, vehicles can be running up and down the motorway hardly ever applying their brakes, whereas others may be constantly stopping and starting – this is particularly true of buses. If a vehicle has a route that includes long hill descents, then the driver is likely to be continually applying the brakes. Brake temperatures can vary from as low as 200°C, all the way up to 850°C, when tackling long hill descents or urban bus routes. These

variations mean that choosing the right material for the right application becomes safety critical. Not only that, but if an inadequate brake is fitted the chances are it will wear quickly, which will in all likelihood lead to significant impact on the wallet.

Basic pad grades, which are perfectly suitable up to medium levels of duty, wear

at a much faster rate once the operating temperature exceeds 400°C for any length of time. In these circumstances, a premium grade of pad becomes an advantage – providing the end user with a more costeffective fitment, due to its extended pad life, even though the component cost may be higher. Juratek offers three grades of friction material each designed for a specific purpose. The chart below shows these different grades and the levels of duty they are designed for.

Synergy Synergy Red has a slightly higher friction and works best at the mid-duty range.

Adam Bint, who is a former Division 2 Truck Racing champion, prefers the feel of these pads when racing.

Synergy Yellow has a high performance level, which provides for shorter stopping distances, with excellent stability of performance coupled with long pad life and excellent working compatibility with the brake disc. These characteristics mean it is now the pad of choice for many BTRA (British Truck Racing Association) Division 1 truck racing teams. In 2018, it was fitted to over 50% of the Division 1 grid.

Juratek’s Synergy premium braking products are therefore chosen by some of the UK’s largest fleet and bus operators.

TO FIND OUT MORE ABOUT THE SYNERGY BRAKE RANGE FROM JURATEK, VISIT, WWW.RDR.LINK/VAI007

JANUARY 2022 CVW 21

CPN ad grid_Layout 1 13/12/2021 11:33 Page 22

023_CVW_JAN22_Layout 1 16/12/2021 17:01 Page 34

BRAKES

CHANGING OF THE GUARD With the development of single-piston Air Disc Brakes (ADB), CVW spoke to Hans-Christian Jungmann, Chief Engineer of Wheel End Solutions at Wabco, to find out why the industry will likely move away from conventional drum brakes.

H

ans-Christian began by highlighting a topic you will be all too familiar with: “Autonomous driving is and remains a key trend for the commercial vehicle industry today with more technologies being introduced to improve the overall safety and efficiency of commercial vehicles,” he explained.

“Braking technology naturally plays a vital role in making commercial vehicles future-proof and goes some of the way towards autonomous driving. Such systems require brakes that deliver the highest performance consistently, in all driving conditions. Air disc brakes are an essential technology in pioneering driving assistance systems. This also applies to the platooning sector where multiple HGVs are driving closely together in a networked convoy. Without advanced braking technologies such as Wabco’s ADB, autonomous driving as well as platooning solutions wouldn’t be possible.”

Hans-Christian went on to discuss the specifics of the company’s new MAXX ADB range, and why he believes single-piston air disc brake technology will become a mainstay in commercial vehicle production: “With over 40% fewer parts than other ADBs, single-piston ADBs reduce the error risk, leading to increased reliability in the vehicle. In short: brakes with single-piston technology feature the lowest number of parts to achieve the lowest possible weight, whilst maintaining performance and reliability. For example, MAXX ADB has a compact design that offers an average weight of just 35kg per ADB in a six-by-two-wheel truck application, that’s 12kg less per truck than other manufacturers’ European heavyduty ADB systems, ultimately delivering enhanced fuel-efficiency for end users.

“Additionally, the latest MAXX ADB features an intelligent self-balancing taper wear compensation, which reduces the constraining forces of the brake pads to a

23 CVW JANUARY 2022

minimum, thus leading to an extended brake pad life and supports further fuel efficiency. The functionality of this new, patented pad system is highly robust, even in extreme conditions, and is therefore suitable for all truck and trailer applications, including the most demanding heavy-duty truck use cases.”

As you might expect, vehicle efficiency is a major consideration for manufacturers, which means this element dictates the nature of the product produced at the end of the line. Consequently, keeping a component as light as possible is a necessity and Hans-Christian explained why.

“A lightweight design cuts down (unsprung) mass and therefore offers important benefits for end users: it reduces the vehicle’s overall weight to boost fuel efficiency and the opportunity to increase the payload,” he divulged. “With MAXX, for example, the combination of our highlyefficient clamping unit, simplified down holder and smooth guiding system contributes to significantly reduce drag torque by up to 68%, versus current ADB systems, thus further increasing fuel efficiency.”

TO FIND OUT MORE ABOUT WABCO’S OFFERING, WWW.RDR.LINK/VAI008

Wabco Aftermarket at a glance ■ Reman solutions – returns used

electronics, hydraulic, mechatronic components and conventional mechanical products to fullywarranted products in same-as-new condition ■ ProVia parts – a range that

bridges the gap between low-end budget parts and premium aftermarket parts ■ Wabco Academy – provides

professional training solutions to the commercial vehicle sector ■ Workshop solutions – provides

workshops access to a complete range of tools and services that support their ability to better serve their customers ■ Retrofit solutions – a whole range

of retrofit solutions, from tyre pressure monitoring systems, to aerodynamics, to trailer safety systems, and more

CPN/CVW page grid_Layout 1 13/12/2021 12:12 Page 1

025_CVW_JAN22_Layout 1 15/12/2021 19:44 Page 25

BATTERIES

AGM TECHNOLOGY: A MUST-HAVE

Original equipment manufacturers and logistics companies demand proven highquality equipment. Varta explains how its ProMotive AGM is so unique.

H

eavy commercial vehicles have changed significantly over the past few years. Advanced fuel saving and comfort-functions along with new governmental regulations and the ongoing changes in driving profiles (reduced driving and extended idle time, and overall more time spent in the trucks) impact the battery in many ways, making high vibration resistance, fast recharging, and a large cycle life along with an increased depth of discharge an absolute must. That is why the Varta ProMotive AGM is the battery of choice for all major manufacturers when it comes to equipping their commercial vehicles.

Absorbent Glass Mat meets PowerFrame grids What makes this battery so special? It's in the name; "Absorbent Glass Mat" or in short "AGM". This fleece material soaks up the acid in the battery like a sponge, providing the highest cyclic stability. Since there is no acid stratification, the biggest killer of conventional batteries, overall capacity loss is reduced to a minimum, resulting in a much longer life compared to conventional batteries.

A unique feature of Varta AGM batteries is the patented PowerFrame design. The Varta ProMotive AGM is the first battery to use this special grid on both the positive and negative plates for optimum performance and excellent starting characteristics even at low charge levels.

PowerFrame grid technology is nearly three times more corrosion resistant than other grid designs and provides more than 60% superior electrical flow for better connectivity.

Charging cycles and cycle depth With the increasing number of electrical consumers, the importance of depth of discharge (DoD) is growing. Due to the special design the Varta ProMotive AGM can be discharged by up to 80% without significantly compromising cycle life, which is a key requirement for state-ofthe-art commercial vehicles equipped with fuel saving and advanced hoteling functions. In comparison, for conventional starter batteries a maximum of 20% discharge is recommended to achieve a proper field life.

The cycle life is a crucial performance indicator in energy demanding

applications. It defines how many times a battery can be discharged and recharged before it reaches its end of life.

The Varta ProMotive AGM can stand six times more cycles compared to conventional batteries. With its cycling stability and depth of discharge capabilities AGM is the perfect technology for commercial vehicles that need to supply many electrical consumers during break times and even longer periods like overnight stays.

“This is especially useful for our company. Aside from the usual comfort functions und fuel saving systems, our trucks have fleet telematics on board. It gathers valuable data using a combination of GPS technology, sensors, and onboard diagnostics. All of which must be powered when the truck is driving and parking”, explains Krystof Leporowski, Senior Service Technician at Poland-based logistics company Elkor Transport.

Charge acceptance – a critical factor for conventional batteries “AGM technology allows the batteries to deliver more energy, while at the same time absorbing more charge – meaning this

JANUARY 2022 CVW 25

025_CVW_JAN22_Layout 1 15/12/2021 19:44 Page 26

BATTERIES

battery will be fully charged within a few hours,” says Thorsten Werle, Engineering Design Lead Heavy Duty at Clarios EMEA, referring to another feature of the battery, the charge acceptance.

This is the ability of a battery to accept and store energy considering factors like temperature, state of charge, charging voltage or battery history. The Varta ProMotive AGM provides a much better charge acceptance than conventional batteries. That means the battery is recharging faster e.g. a half-discharged VARTA Fleet Program The increasing complexity of modern trucks represents a major challenge for trucking companies. To ensure that fleets are best equipped to cope with these, Varta has not just developed a reliable, future-ready product in the form of the AGM battery, but also offers the corresponding service with its Varta Fleet Program. This program’s main feature is that it offers fleet managers direct contact to Clarios.

By registering free of charge on the website, members will receive custom advice relating to their fleet, strategic purchase recommendations, support on battery management-related questions, analysis and optimization options for battery performance and a great deal more.

26 CVW JANUARY 2022

AGM battery can be recharged to 90% in only one hour and is fully charged after less than three hours of driving.

In comparison, a conventional battery needs 2.5 hours to reach the 90% and more than five hours for a full charge.

These batteries can often not be fully recharged due to the low charge voltage in the vehicles. In comparison to conventional batteries AGM batteries are more efficient with low charge voltage and can be recharged entirely.

A major reason for the gradual deterioration of charge acceptance is acid stratification, which is the accumulation of sulfuric acid at the bottom of the cell. This leads to faster sulfation of the plates, reduced capacity, and hence eventually battery failure.

There is no stratification in an AGM and consequently no shift in voltage that goes along with it. With the help of the PowerFrame design, an AGM generates more than enough power for excellent starting characteristics even if the charge level is low and the depth of discharge is correspondingly high.

Reliable and built to last In many modern trucks AdBlue tanks and larger fuel tanks are displacing batteries towards the rear end of the frame. In this position, they must be able to withstand increased vibration and shocks but are also stressed by unwanted oscillations and resonances. With conventional technology, the continuous stress can considerably reduce the battery’s life.

"In the past, we had to replace about one third of our batteries due to severe damage. Therefore, we needed more

efficient batteries with extended lifetime and reliability," recalls Leporowski.

New requirement for long-distance trucks For commercial vehicle batteries to meet the requirements of modern longdistance goods transport the European battery standard EN50342 has been revised. The new directive V4 achieves a better approximation to real-life operation. Batteries must now withstand a five-hour vibration test in each three spatial axes over a frequency spectrum from 5 to 100 Hertz.

What sounds complicated is basically a test simulating most extreme conditions for batteries in real life. Only a few products on the market have the ability to bound electrolyte, have enhanced fixations and have durable injection molded cases, making them the most robust solution.

Ready for the next generation Varta AGM is the manufacturer's choice when it comes to fitting the best battery technology available – today and in the future. Leading original equipment manufacturers even consider the Varta ProMotive AGM for the coming E-Trucks.

In full-electric vehicles, the AGM battery plays a major role in supporting the low voltage board net architecture.

It supplies the vehicle’s electrical system and secures that safety-relevant functions like lighting, brakes, steering and systems in the cab are working properly even during an outage of the high-voltage-system. For ETrucks and for future safety systems (like autonomous driving) vehicle manufacturers are convinced that the Varta ProMotive AGM battery is a perfect fit for these applications.

FOR MORE INFORMATION ON THE VARTA FLEET PROGRAM, WWW.RDR.LINK/VAI009

CPN ad grid_Layout 1 15/12/2021 13:10 Page 27

Life can throw the odd curved ball no matter what stage of life you're at: money worries, illness, mental health issues, social isolation. It can create a downward spiral for you and your family. It's why Ben's here. At these moments our support and care services can be life-changing. Ever since there's been an automotive industry Ben has been helping its people and their loved ones keep life on track. Together we’ll tackle the challenges that get in life’s way and make sure they don’t, for life.

&IR æ 1SXSV ERH %PPMIH 8VEHIW &IRIZSPIRX *YRH 0]R[SSH 'SYVX 0]R[SSH :MPPEKI 6MWI

6SEH %WGSX 70 *+ % GLEVMX] VIKMWXIVIH MR )RKPERH ERH ;EPIW RS ERH 7GSXPERH

RS 7' 6IKMWXIVIH [MXL XLI ,SQIW ERH 'SQQYRMXMIW %KIRG] RS 0, -QEKIW

used are for representational purposes only.

Find plenty of advice, online chat and self-help tools on our website, or talk to us on the helpline, free and in complete GSRćHIRGI 1SRHE]æ8LYVWHE] EQæ TQ *VMHE] EQæ TQ

028_CVW_JAN22_Layout 1 15/12/2021 19:54 Page 28

BATTERIES

Given the rapid emergence of lithium-ion batteries and the development of e- and hybrid vehicles, it begs the question – is there a future for traditional lead-acid batteries and, if so, how is this likely to shape-up? Banner answers the question.

THE FUTURE’S BRIGHT A

lready, leading original equipment battery manufacturers such as Banner have declared their intention to focus on developing the next generation of traditional start-stop lead acid batteries; ones that will deliver further improvements in relation to charging and power output though the deployment of optimised cell design and other technologydriven design improvements.

Looking at the evidence that is available to support such a decision, it appears that both leading industry analysts and the most recent studies undertaken on this allimportant subject come to the same conclusion: the decision has been made for very good reason.

Newly-elected Chairman of the Consortium for Battery Innovation (CBI), Dr. Christian Rosenkranz outlines a positive future for lead batteries. Indeed, he predicts a high-growth performance for lead-acid batteries over the coming years and sees it as a technology necessary for a decarbonised future.

He states: “Lead batteries will deliver a low carbon future, with market analysts, Avicenne Energy, predicting the lead battery market will increase by 61,000 MWh between 2025 and 2030.

“As is already well documented, lead batteries enable clean mobility in start-stop and micro-hybrid vehicles. These cleaner vehicles, which utilise advanced 12V batteries (lead batteries) for vital on-board

28 CVW JANUARY 2022

functions and start-stop functionality, deliver up to 10% in fuel savings and reductions in carbon emissions. As such, it is predicted that the global demand for 12V battery technology will increase by 236 million batteries by 2040 - an increase of 63% in 20 years. And with vehicles representing more than 30% of final energy consumption in Europe, the transition to an energy-efficient, decarbonised transport sector is central to achieving its climate change targets,” he adds.

Such confidence in the demand for leadacid battery also emanates from a recent study commissioned by a consortium of industry associations including: ACEA – European Automobile Manufacturers Association; JAMA – Japan Automobile Manufacturers Association Inc; KAMA – Korea Automobile Manufacturers Association; EUROBAT – Association of European and Industrial Battery Manufacturers and ILA – International Lead Association.

Entitled ‘Automotive Battery Technology Trends Review’, with authors being Ricardo Strategic Consulting, the study’s executive summary concludes: “Lead-acid batteries are the only technology capable of fulfilling all the major 12V requirements, from startstop functions to reliable auxiliary batteries.

No other alternative technology can achieve this functionality at this time.”

So what is it about lead-acid batteries and how they are produced that drove them

Thomas Bawart

to arrive at this summary? To begin with, through 2030, the future of the European vehicle parc will comprise of a complex suite of partially and fully-electrified products, including micro-hybrids, mildhybrids, full-hybrids, plug-in hybrids and battery electric vehicles. And almost all light-duty vehicles are likely to feature a 12V board net, and therefore either a 12V

028_CVW_JAN22_Layout 1 15/12/2021 19:55 Page 29

Starting Light Ignition (SLI) battery, or a 12V auxiliary battery.

As background, globally over 400 million 12V lead-acid batteries are produced each year to supply both OEMs and the aftermarket. In Europe, around 60 million batteries are required each year.

Enhanced Flooded Batteries (EFB) and Absorbent Glass Mat (AGM) batteries provide significant improvements compared to conventional lead-acid flooded batteries in charge acceptance and cyclical durability, and have been developed for micro-hybrid applications. Indeed lead-acid batteries, especially EFB and AGM ore extremely stable and durable in comparison to competing technologies. Failure modes and safety of lead batteries are also well understood by the battery supply chain.

Furthermore, for SLI applications they are covered by established European and International standards, including battery testing procedures and service requirements.

However it is the field of recyclability that lead-acid batteries steal a march, something Banner’s CTO, Thomas Bawart is

keen to emphasise. “Combinations of 12 V lead-acid starter batteries and lithium-ionbased, high-voltage drive batteries are standard to the latest e- and hybrid vehicles, and this will remain the case in the coming years. The main advantage lead-acid brings to the fore, however, particularly in relation to today’s modern and highly efficient absorbent glass mat (AGM) and enhanced flooded batteries (EFB), is their sustainability.

“Banner’s environment-friendly startstop batteries not only help to save considerable quantities of fuel, they are designed and manufactured to deliver the highest collection ratio of all recyclable goods, including glass and paper,” he concludes.

Such a positive recyclability performance, certainly from a Banner perspective, centres on their proven closed production cycle, one that extends from manufacture to recycling and which is based on a process of continual enhancements, minimisation and prevention with regard to environmental impact. Not surprisingly, as a founder

member of the Starter Battery Environmental Forum (UFS), Banner demonstrate a recycling quota of virtually 100%, and this has been driven by the investment over many years of several million Euros annually in environmental protection measures. As a result, the Banner production process today utilises 98% recycled lead, whilst 80% of battery box material consists of polypropylene recyclate. Furthermore, since 2015 the company’s entire electricity needs have been supplied by renewable energy sources, 60% of which is used for battery charging.

From a global perspective, given that the proven performance of lead-acid batteries goes hand-in-hand with their ability to help deliver a decarbonised future, it is safe to say that their use in modern vehicles will continue for many years to come. So the future of such technology looks bright indeed.

FOR MORE INFORMATION ON BANNER, WWW.RDR.LINK/VAI010

JANUARY 2022 CVW 29

030_CVW_JAN22_Layout 1 15/12/2021 20:00 Page 30

BATTERIES

CASE STUDY: GOING THE EXTRA MILE Ken Clark, Managing Director at Rotronics, discusses the company’s efforts to assist a rail and bus public transport operator with their battery servicing requirements.

R

otronics has been working with a UK rail and bus public transport operator in their London division to eliminate electrical non-starts with the introduction of a Battery Management Programme. An additional driver for the programme was to reduce costly battery replacements, which creates an expenditure of tens of thousands of pounds annually in the bus sector.

The Rotronics team has worked with management team and all technicians to help them understand the rationale behind the Battery Management Programme and the resulting benefits, so that they would use all aspects of the programme within every service. This has meant that their first-class customer offering was not compromised by sub-optimal standards due to battery-related problems.

Ken Clark comments: “We work closely with the team to help them understand that the fleet batteries must be kept above 12.4V at all times as this helps to ward off the problem of sulphation, which is the biggest battery killer. Keeping the 24V battery sets in balance is also vital and we discovered that most of the premature alternator issues were a result of unbalanced batteries.”

The above table highlights the overall battery performance from each of the six workshops, whereby they are ranked by the % of battery tests that have been tested both as “in balance” and “good condition”. We can clearly see that the workshop that is making the most improved advancement in battery conditioning and maintenance is

30 CVW JANUARY 2022

workshop A, whereas Workshop F performance is considerably behind. What this tells us is that workshop A is more proactive in maintaining the fleet as part of a pro-active approach, with Workshop F, focussing on testing but not charging batteries that require attention.

The net impact will be seen in the longevity and reliability of workshop A vehicles being much more positive than that of Workshop F, that will see increased vehicle non-starts, and risk of increased premature failure.

Ken Clark continues: “It has been really important for us to develop a solution that fits into the existing maintenance programme, so that we didn’t cause disruption and any vehicle downtime. The new programme enables testing, diagnosis and charging of the battery and the electrical system. The team now use the Midtronics Charge Express Pro 50/2 unit, which conditions, charges and balances the batteries. For a belt and braces approach, we have developed a bespoke training module for the technicians, which has helped deliver the required cost saving and customer benefits and technician processes.

“Every vehicle arriving in the workshop is tested using the Midtronics EXP1000HD to check the battery’s condition. The tester can pair batteries and so if a faulty battery is found, only one needs to be replaced, thus saving considerable costs. Then the battery is connected to the Midtronics Pro 50/2 charger when other work is being carried out, and this will condition, charge and

balance the battery set. It is also important to re-test at the end of the full service and record the charge levels on vehicle’s maintenance record.”

The EXP1000HD battery and electrical system tester is designed to perform a full system test in under a minute and a half. It is suitable for 12V and 24V Systems and battery technologies and can determine the condition of each battery. It can complete a starter and alternator test and all the data will be stored on an SD card for analysis.

The ChargeXpress Pro 50/2 has twin output, which allows 24V balanced charging, or can be used on separate 12V systems at the same time. It is suitable for all battery types and has 5m heavy duty detachable charging cables, with spike protection.

Rotronics has also been working closely with a UK-based haulage fleet which has over 600 haulage vehicles in the express freight, logistics and warehousing sector.

The haulage fleet’s management team contacted Rotronics to help solve their battery management problems prior to considerable expansion plans. In addition, they wanted to reduce battery defects and increase distribution productivity using a battery management programme of regular testing and charging.

Some help was also required to resolve warranty issues due to limited battery management data, and the fleet managers were finding battery defects on brand new vehicles. Without battery data to back up any claims, the haulage team was struggling

030_CVW_JAN22_Layout 1 15/12/2021 20:01 Page 31

to provide backup data for warranty claims and this meant increased costs in their battery replacement budget.

The Rotronics technicians carried out product demonstrations to help find the best solutions for the fleet, they worked through a bespoke battery management programme, including one Midtronics EXP1000FHD tester, one Midtronics PRO 50/2 charger, and a year’s subscription to ROBIS, the Rotronics remote battery management platform.

Ken Clark says: “The technicians wanted to be able to record VIN and fleet numbers

and so the EXP1000FHD was chosen, to be used in conjunction with ROBIS, which provides workshop managers with live battery data as backup for warranty claims. The Midtronics PRO 50/2 charger was also selected because of its ability to combine charge acceptance and battery conditioning for 12V and 24V fleet batteries.”

The above tables show the marked improvement of battery performance of the workshops fleet of vehicles over a two-year period. We can see a 10% increase in “good” battery results, along with an 8% increase in the number of batteries that are now “in balance”.

The net impact is a more reliable fleet, and a reduction in batteries requiring replacement in 2021. 40 additional units were replaced in 2020, with only 37 replacements in 2021.

FOR MORE INFORMATION ON ROTRONICS, PRODUCTS AVAILABLE AND THE BATTERY MANAGEMENT PROGRAMMES, EMAIL INFO@ROTRONICSBMS.COM, CALL KEN CLARK ON 0121 514 0605, OR WWW.RDR.LINK/VAI011

032_CVW_JAN22_Layout 1 15/12/2021 21:45 Page 32

BATTERIES

THE BREAKDOWN SURGE John Bentley, Technical Sales Manager for Ecobat, discusses how fleet logistics companies and hauliers are potentially losing thousands due to a surge in battery-related breakdowns.

B

attery failure is still the number one cause of vehicle breakdown, but with the fact that many companies are now operating on double, or even triple, driver shift patterns, it is not difficult to see why conventional starting, lighting & ignition (SLI) commercial vehicle (CV) batteries are struggling to cope with the demands of continuous use. Add to the cost of replacing spent batteries, with call out costs and late delivery penalty payments, it isn’t hard to understand why it’s costing companies thousands of pounds.

Although engine starting currents haven’t significantly changed over the years, the recent surge in electrical demands, means that conventional SLI CV batteries are failing at a rate not seen before. This is not just the case here at home, it’s also an issue for intercontinental drivers as the move towards drivers sleeping in their cabs, now common place while trucks are parked overnight, is also having a huge impact as vehicles double-up as hotel rooms, with the battery becoming the sole source of power for cooking, heating, lighting, GPS, and charging tablets or laptops etc.

Other factors, such as multiple drops that facilitate the use of the vehicle’s tail lift, which, due to key-out functions enforced by low-emission zones, are powered only by the battery, also have a dramatic effect as it continues to ‘walk down’ in charge available to such a point that starting the engine is compromised.

In addition to the fact that a conventional SLI battery fails to function effectively below 20% state of charge (SOC), the onset of cold weather adds another challenge and heightens the risk that operators will be faced with another call out, with the inevitable associated costs that will incur.

The unfortunate truth is that all this inconvenience is as a direct result of relying on an unsuitable battery, incapable of operating effectively at a low SOC and therefore unable to cope with the demands of modern CV usage, with many failing in as little as six to eight months. However, there is a solution that’s both affordable and provides an extended battery service life!

Engineered with specialist thin plate pure lead (TPPL) technology, which was first used in aerospace and the military, Odyssey AGM batteries are able to be discharged to 80% of their capacity, but crucially, can still start the engine and with an inherent fast-charging capability, it means that with this option, battery related breakdowns become a very rare occurrence.

In addition, providing twice the power and three times the life of conventional SLI batteries, they are typically lasting for four years plus.

"Too good to be true" and "there must be a catch" are two thoughts operators can have in response to this, and yes, this advanced technology comes with a cost.

However, despite being twice the price of a conventional SLI battery, the Odyssey AGM

battery alternative becomes by far the cheapest option when they consider the savings they’ll make in terms of call out costs and unprofitable downtime, as well as providing them with a minimum four-year service life, during which time it’s likely they would have had to replace their conventional SLI batteries three times. So, the total cost of ownership (TCO), which is the true cost to their business, is considerably reduced.

Ecobat welcomes operators to contact it to find out more about how Odyssey TCO works out and why AGM TPPL technology is keeping truck fleets running efficiently, by emailing john.bentley@ecobat.com.

As the UK’s largest independent battery distributor, supplying prominent brands such as Odyssey Battery, as well as Exide, Varta, Lucas and Numax, Ecobat has built its reputation by providing a level of service that reaches far beyond mere battery sales.

This means that as well as its unrivalled ability to supply the batteries needed, when their customers require them, the company is able to supplement this core discipline with other support functions, to enable businesses to consistently grow their battery sales. Among these additional roles is highlighting the environmental responsibilities that affect both workshops and wholesalers.

Underpinning the Ecobat sales team, is a 13-strong national branch network across the UK and Ireland, which means that as well as outstanding knowledge and service, its customers also benefit from excellent availability of the industry’s most prominent brands.

FOR FURTHER DETAILS, WWW.RDR.LINK/VAI012

32 CVW JANUARY 2022

CPN/CVW page grid_Layout 1 13/12/2021 11:49 Page 1

034_CVW_JAN22_Layout 1 15/12/2021 21:48 Page 34

WINTER SERVICE & LIGHTING

CARE FOR YOUR TYRES E

ven in the UK, which sees milder winters than other parts of Europe, roads can often be blocked and the adverse weather increases handling and braking distances significantly. However, there are a few simple things that operators can do to help their fleets keep moving.

Have a clear safety routine In your safety routines at the depot, some important things to look out for include tyre treads and pressures, brakes and also fluids.

Spotting these in advance and making sure the driver knows if there are any issues with the vehicle should maximise winter mobility so that each truck is ready to go, no matter the weather.

Of course, there are ways of streamlining this process. For instance, did you know Goodyear’s Drive-Over-Reader can check tyres quickly and accurately in just a few seconds? By scanning each vehicle as it enters the depot, it reads the registration plate, matches the data to the vehicle and delivers a time-stamped report almost instantly.

Employing methods like this will ensure optimal fuel consumption and longer lasting tyres, reducing the likelihood of

34 CVW JANUARY 2022

tyre-related breakdowns, without adding any additional workload or complexity.

Choose the correct tyres Tyres react differently according to temperature, so using products that are designed to deliver optimum performance in all types of weather – especially in winter – are essential. When it’s cold, some tyres don’t provide the same level of grip and traction as they would in warmer or even milder temperatures. Instead, specific compounds and tread patterns are needed to achieve the best possible performance.

Tyres marked with the 3 Peak Mountain Snow Flake (3PMSF) symbol are becoming the standard for winter tyre regulation across Europe. They help to improve handling and decrease winter braking distances by providing excellent grip on snow and slush. It’s the advanced tread design and siping that provides this grip and disperses water and wet snow slush, all increasing mobility. Since November 2012, the UNECE Regulation 117 has actually required that for tyres to be used in winter conditions, they must be marked with 3PMSF, to show that they are approved for use in severe snow conditions.

At Goodyear, our latest generation of KMax GEN-2 and FuelMax Endurance drive, steer and trailer tyres, all of which bear the 3PMSF marking, are especially developed to optimise traction throughout the service life, even at 75% worn. The blades we put inside the tyres and their advanced shape are resistant to tearing,

To help fleet managers ensure their tyres, in particular, are performing at their best during the winter months, Goodyear details its expert tips.

chipping and chunking, and at the same time provide low rolling resistance to reduce the vehicle’s carbon footprint — all while ensuring the tyre is good for winter.

For those who travel the alpine and Nordic regions, the Ultra Grip Max range is also ready to tackle the extreme winter conditions that operators are likely to face.

Replace regularly Almost all of us who drive regularly have been in a situation where the road has been blocked by a jack-knifing lorry. This is caused by lack of traction, and given the increased weight carried by commercial vehicles, even the smallest skid can cause a large slide.

Keeping an eye on the tyre’s tread and overall condition is vital to keep trucks moving. Once the tread falls below 5millimeters, tyres will only offer minimal traction. Early regrooving can also refresh traction at the start of winter, helping the tyre to last longer.

Uptime is important to the commercial vehicle industry, and by and large, fleets are proactive when it comes to preparing and maintaining their vehicles for winter use.

There is always scope to improve a fleet’s mobility a little further, and the application of some winter and 3PMSF tyres are a sure way to do this.

FOR MORE INFORMATION, WWW.RDR.LINK/VAI013

035_CVW_JAN22_Layout 1 15/12/2021 21:51 Page 35

LIGHT WORK Whether it’s illumination for the driver when on the move, in the work area when loading and unloading, or even when operating on the road, Hella details its host of auxiliary lighting products for both tractor unit and trailer.

F

rom increasing road safety, to maintaining a well-lit view of the road ahead, the demands on commercial vehicle lighting are high. In addition, their individual appearance is becoming more important, which is what lead Hella to introduce the Jumbo LED auxiliary headlamp series.

The Jumbo LED auxiliary high beam headlamp combines function and design into one product with a characteristic light signature adopted from the EdgeLight technology that Hella developed for the automotive sector. The striking trim in the upper part of the headlamp was inspired by the round Luminator LED auxiliary headlamp, which was launched in 2019.

A great advantage of LED is that the light colour is similar to daylight, which contributes to reducing driver fatigue, but also is the instantaneous high beam light signal that enables the use of the headlamp flasher function. The Jumbo LED is available in two mounting versions, either for upright or pendant installation and boasts an

impact-resistant, lightweight housing made of thermoplastic, provides high energy efficiency with low power consumption and is suitable for both 12 and 24 volt systems.

Alongside the Jumbo LED stands the Light Bar 470 PO, another LED light source that provides long distance penetration in the dark, as well as daytime running light safety and recognition, during daylight driving. Its low energy consumption characteristics, allied to its low profile design and light weight make it a highly efficient lighting solution for both 12 and 24 volt systems.

Although powerful and efficient work lamps are essential to enable those loading or unloading vehicles, or working adjacent to them if maintaining the highway, for example, to operate in safety, light can also be used for other welfare purposes, such as illuminating danger zones.

As a result, Hella harnessed the potential that innovative lighting technology affords when it introduced its VisioTech projection module, which is suitable for applications from 12 to 48-volts.

With this small, but versatile addition, danger zones around the vehicle can be optically marked out, so that everyone in the affected area can be warned and protected. Previously, physical signs or barriers would have needed to be erected, which both costs time and takes resource away from the actual job in hand.

Using illumination technology, Hella’s VisioTech light module can project a

suitable warning symbol, such as an exclamation mark or hazardous area chevrons, onto the ground and so optically warn other vehicles or passers-by, drawing attention to any danger or to delineate certain work areas.

In addition, other projection symbols can be developed in collaboration with customers, which could be especially important in the construction and mining industries, where the danger zone can clearly and easily be identified for everyone on site, when shovels or dump trucks are being unloaded, for example.

Other scenarios include when employees working for municipal services have to regularly step down from the cab and are exposed to serious danger from other road users, or for trucks, ambulances and emergency vehicles, that require loading or safety areas that need to be clearly marked and highlighted.

With the VisioTech projection module solution, Hella has enabled work safety and security during routine operations, to be significantly enhanced, no matter whether it’s day or night.

FOR MORE INFORMATION CONCERNING HELLA LIGHTING OR ITS OTHER AFTERMARKET PRODUCTS, WWW.RDR.LINK/VAI014

JANUARY 2022 CVW 35

036_CVW_JAN22_Layout 1 15/12/2021 21:56 Page 36

WINTER SERVICE & LIGHTING

Philips details its expansion to its range of lighting products designed to help workshops and fleets in these darker months.

PRODUCT ROUND-UP

P

hilips lighting products are renowned the world over for their quality and the innovative thought that has made them market leaders in lighting. The latest automotive product line follows this long-established trend, as Lumileds – who are the global manufacturers for Philips automotive products – launch the Philips Xperion 6000 series of workshop lights, which will come to the UK and Ireland early in 2022.

Instantly distinguishable from previous models with the new Philips high visibility green colour scheme, the Xperion 6000 range initially launches with five workshop light products: the 6000 UV Pillar, the 6000 Pillar, the 6000 Pocket, the 6000 Slim, and the 6000 Line as well as a Multi Dock station and a handy “Find My Device” accessory.

All of the lights have features in common – the customary durability and resistance to workshop hazards, whether that is the devices being dropped, or exposed to water and chemicals - and they all feature at least one magnet, with which to attach them to metal surfaces, a 360° hook, and ABS (Acrylonitrile-butadiene-styrene copolymer) rubber grips for optimum handling.

Xperion 6000 UV Pillar Top of the range is the Philips Xperion 6000 UV Pillar, which is a multipurpose work light with several powerful light sources. It has a premium LED movable main light, with three different outputs ranging from 100500 lumen(lm) and a wide 100° beam angle; a high Colour Rendering Index (CRI) light and a unique UV light which allows leak detection. The 6000 UV Pillar has a long-

36 CVW JANUARY 2022

lasting battery and allows the user to locate it with the “Find My Device” function, which comes as standard.

Xperion 6000 Pillar The Philips Xperion 6000 Pillar offers many of the features of the 6000 UV Pillar, with the same advanced main light and a powerful 180 lm spotlight instead of the CRI and UV units. The “Find My Device” function, is available as an accessory for the unit and the light offers outstanding battery performance, allowing a technician to work all day using the light, without it requiring charging.

Xperion 6000 Pocket The compact, powerful Philips Xperion 6000 Pocket is perfect for confined spaces. Its widebeam light offers up to 300 lm in Boost mode. And the 6000 Pocket really scores with an ultra-flexible 100 lm, 25cm long spotlight, which pulls out of the main body of the light and can be bent to just about any angle to allow light into even the most difficult-toaccess areas.

Xperion 6000 Slim If ultra-narrow spaces are an issue, the Philips Xperion 6000 Slim features a wide 100° beam angle from its long slim lighting unit which rotates through 270°,

allowing the operator almost unlimited vision, through even the narrowest of gaps.

Like its 6000 Pillar siblings, the 6000 Slim has three different outputs ranging from 100-500 lm and a long operating time of up to nine hours – depending on the levels of light required. The Find my Device function is also available as an option on this model.

Xperion 6000 Line Completing the current range is the Philips Xperion 6000 Line, which offers the widest beam of all the current Xperion range, with a 110° broad beam of 150 lm in Eco and 300 lm in Boost mode. 6000 Line is ideal for lighting up larger areas and it is also equipped with a powerful 120 lmspotlight beam to direct the light where itis needed.

The Find My Device accessory has a remote control, which triggers a buzzer and a flashing light, to help find any lost Philips Xperion 6000 devices within 10 metres of the user. The Xperion range is complemented by the Multi Dock Station – a cordless accessory for the Xperion LED work lights, which can cordlessly charge two devices at a time – as well as the Find My Device remote control or which simply act as a storage point.

THE NEW PHILIPS XPERION RANGE WILL BE IN STOCK THROUGHOUT THE UK AND IRELAND FROM Q1 2022. FOR FULL DETAILS, WWW.RDR.LINK/VAI015

CPN ad grid_Layout 1 13/12/2021 11:42 Page 37

038_CVW_JAN22_Layout 1 16/12/2021 14:29 Page 29

WINTER SERVICE & LIGHTING

WATCH FOR THE SIGNS As LEDs become an increasingly common feature of emergency vehicle lighting, Roadcrew takes CVW readers through what regulations suppliers need to be meeting.

M

any technicians will be aware that the lighting technology used in both workshops and vehicles has changed in recent years.

Options for installers of interior lighting, work lighting or warning and safety lighting used to be based on simple bulb lamps. Then xenon strobe lamps were introduced, followed by LED. With the benefits of LED lighting, the move towards this trend is hardly surprising. LED lighting requires a lower power source, as well as the flexibility to have different flash patterns. In response, Roadcrew has recently launched a new range of LED lighting options under its Roadcrew Range brand – products include strobe lights, work lamps and beacon bars.

As ever, more complex and stringent regulations have followed the move towards LEDs. When purchasing replacement bulbs for vehicles, there are a variety of standards to be aware of, covering headlamps, brake lights, position lights indicators, fog lights, and more.

Regulations also play a key role in the purchasing decisions for warning and emergency vehicle lighting, with two key standards that workshops need to pay particular attention to.

UN ECE Regulation 65 Often mistaken as a European standard, it is in fact a United Nations Document, which covers the requirements for special warning lights. The standard specifies the colour of light, brightness at specific horizontal and vertical angles, and flash frequencies – for both on and off times. For example, blue or red is specified for

emergency services, whilst amber is used by non-emergency vehicles (recovery/commercial vehicles).

It also outlines the requirements for different types of warning light.

Type T is used for light sources such as lightbars or beacons, and Type X is for directional light sources, such as strobes. While Regulation 65 for amber warning lights has been adopted across Europe, in the UK it is not mandatory unless fixed to a vehicle which may enter roadworks – this is covered by the UK Government traffic signs manual, under chapter eight. In reality however, most specifiers and end users will still fit warning lighting to Regulation 65 as standard.

Workshops should also be aware that secondary warning lights, such as strobes, do not have to meet Regulation 65, so long as the roof mounted beacon or lightbar is compliant with the standard. This decision is at the discretion of the vehicle operator or installer.

UN ECE Regulation 10 This is another regulation technicians should be aware of, with the standard based on uniform provisions concerning the approval of vehicles with regard to electromagnetic compatibility (EMC).

This standard covers both emitted and received EMC. Something as simple as a small LED strobe lamp, for instance, could emit radiation which could affect other systems on the vehicle. Roadcrew’s advice to specifiers, installers and end users would therefore be to ensure the LED lighting they install is certified to UN ECE Regulation 10.

TO FIND OUT MORE ABOUT THE RANGE OF VEHICLE WARNING LIGHTING AVAILABLE FROM ROADCREW, VISIT, WWW.RDR.LINK/VAI016

38 CVW JANUARY 2022

“When purchasing replacement bulbs for vehicles, there are a variety of standards to be aware of, covering headlamps, brake lights, position lights indicators, fog lights, and more. Regulations also play a key role in the purchasing decisions for warning and emergency vehicle lighting, with two key standards that workshops need to pay particular attention to.”

039_CVW_JAN22_Layout 1 16/12/2021 14:31 Page 39

Original equipment wiper blade manufacturer Trico explains that now is the time to check the condition of wiper blades and, if necessary, replace them.

BLADES OF GLORY A

s the weather has gone from heatwaves to rain and frost, it’s more important than ever for commercial vehicle (CV) workshops and fleet operators to appraise and potentially replace the wiper blades, as they’re one of the most safety critical components on a heavy-duty vehicle.

Trico has compiled a helpful checklist that technicians can use to assess the blade’s condition and identify if it needs replacing.

Clean screen Ensure the windscreen is thoroughly cleaned using warm water or specialist glass cleaning fluid. In particular, pay attention to the areas at the top and bottom of the wipe area, as dirt and debris collect there. Also check the glass for any cracks or chips, as these are a safety hazard in their own right, but can also damage the wiper blade rubber.

Safe and secure fitment Check the blade is securely fixed to the arm. The blade should rotate freely, parallel with the wiper arm, to allow it to flex over the screen, but there should be no wobbling or movement perpendicular to the arm. This movement can be a sign of wear from the blades flipping over and could eventually cause the blades to come apart during use. Naturally, if the blade shows excessive movement, replace it immediately.

Blade edge check Gently clean the rubber blade edge with a damp cloth or sponge to remove any dirt or residue. Check along its length for any imperfections in the rubber, in particular check at either end that it has not split. Ensure that the rubber element returns to a central position and is not flipped over and set in one direction. If

the blade fails any of these checks, it should be replaced.

As blades are not only affected by rain and snow, but also the UV rays from the sun, Trico recommends that wiper blades are replaced every twelve months to ensure maximum effectiveness and visibility, so CV operators should keep to a maintenance schedule for wiper blades.

Wipe check Using the washer spray or a mister bottle to spray the glass, operate the wipers and check that there are no missed areas, water smears or multiple streaks that impair vision. Any light misting remaining after the wipe should disappear quickly.

Naturally, blades that leave streaks or smears should be replaced immediately.

First Brand’s Group Brand & Marketing Manager (Europe), Sam Robinson, said: “We’re now well into the ‘wiper blade’ season and the weather is certainly a lot wetter, so it’s essential for fleet managers to ensure their drivers are operating in a safe vehicle.

“There are many signs to look out for, but the main ones are smearing, streaking and if the blades are ‘chattering’ or jumping across the windscreen, all of which are indicators that the blade needs to be changed ASAP. We’d also advise you to change both blades at the same time to ensure optimum wiping ability and complete visibility for your drivers.”

FOR MORE INFORMATION, WWW.RDR.LINK/VAI017

JANUARY 2022 CVW 39

CPN ad grid_Layout 1 13/12/2021 11:42 Page 40

041_CVW_JAN22_Layout 1 16/12/2021 14:34 Page 41

WHAT’S NEW? SPIES HECKER PRIMER SURFACER This universal high-solid primer surfacer, with a wide range of applications from small, localised repair to a full repaint of a larger vehicle is now available. Spies Hecker claims that it can be applied directly to a variety of metal substances, enabling bodyshops to save time and to increase throughput.

According to Kevin Welling, Training Academy Manager for Axalta: “This flexible new solution is versatile and has a wide range of applications. It is easy to use and simplifies the entire paint application process for CVs” This product is available in three shades – white, medium grey and dark grey and can be used alongside a range of other products such as hardeners and top coats from the company.

GO TO

WWW.RDR.LINK/VAI018

GOODYEAR TYRE RANGE

Aiming to transform the city busy market, the UrbanMax MCA HL+ tyres have been designed to support lower energy consumption and electric drive ready.

This product aims to support additional battery loads while enhancing lower energy consumption. The technology in the tyre, which includes a new tread compound, design and construction, supports the need for operators to reduce CO2 and noise emissions, particularly in densely populated areas.

Durability also remains a key factor in running bus operations, having to tackle a wide range of demanding road conditions including kerb impacts, potholes, speed humps, urban areas with tight turning circles and regular stop-start driving. This range has been designed for all weather conditions and has a 3PMSF sidewall marking related to its responsiveness on snowy and icy surfaces, using technologies that combine robustness with energy efficiency.

Supporting green goals of transportation companies, the full range is also compatible with the Goodyear Retreading program.

GO TO

WWW.RDR.LINK/VAI019

NISSENS EXPANSION TANKS Nissens continues to grow its range of engine cooling products, supplementing its existing range of commercial vehicle expansion tanks, and the addition of light commercial vehicle applications.

Although seeming less important, this product is said to play a vital role in maintaining optimum engine cooling performance.

These expansion tanks are also part of their 'First Fit' concept. The product is therefore claimed to be a plug-and-play solution that contains all the parts, such as caps and pressure sensors, necessary to make installation as quick and easy as possible for technicians.

The initial PC/LCV expansion tank range includes 52-part numbers, covering more than 200 OE references, complementing other products in their engine cooling programme such as radiators, oil coolers and fans.

GO TO

WWW.RDR.LINK/VAI020

SNICKERS WORKWEAR BASELAYER UNDERWEAR GARMENTS This clothing is designed with high-tech breathable fabrics for ventilations and body moisture transport for sustainable warmth and comfort – perfect for winter conditions.

When working in combination with the mid and top layer clothing ranges, this product aims to keep wearers dry, warm and comfortable. They are available in recycled polyester and merino wool, keeping sustainability at the forefront. Also, the 37.5 technology ventilating fabric to suit different types of work in a variety of cold and wet weather conditions.

All the garments are made from quick drying fabrics that come with special ventilation features, aiming to control and regulate the heat from your body when you’re working.

GO TO

WWW.RDR.LINK/VAI021

JANUARY 2022 CVW 41

042_CVW_JAN22_Layout 1 16/12/2021 17:48 Page 50

ADVERTISEMENT INDEX Autolift Ltd (page 31) ........................www.rdr.link/VAI100

Ring Automotive/Osram (page 40) ....www.rdr.link/VAI111

Ben (page 27) ....................................www.rdr.link/VAI101

Robert Bosch Ltd (page 4) ................www.rdr.link/VAI112

Bowmonk Ltd (page 40) ....................www.rdr.link/VAI102

Schaeffler Ltd (page 19) ....................www.rdr.link/VAI113

Clarios/Varta (page 33) ......................www.rdr.link/VAI103

Stertil UK Ltd (inside front cover) ......www.rdr.link/VAI114

CVW Online (inside back cover) ........www.rdr.link/VAI104

TotalEnergies Marketing UK Ltd (page 40) ..........................................................www.rdr.link/VAI115

Jack Sealey Ltd (page 15) ................www.rdr.link/VAI105 Knorr Bremse Truck Service (page 24) ..............................

Totalkare Heavy Duty Workshops (back cover)

..........................................................www.rdr.link/VAI106

..........................................................www.rdr.link/VAI116

Liftmaster Ltd (page 37) ....................www.rdr.link/VAI107

Tribo Rail Ltd (page 22)......................www.rdr.link/VAI117

Maha UK (page 9)..............................www.rdr.link/VAI108

Truck-Lite (page 10) ..........................www.rdr.link/VAI118

Mannol UK (page 22) ........................www.rdr.link/VAI109

VBG Ltd (page 27) ............................www.rdr.link/VAI119

Premier Pits (page 7) ........................www.rdr.link/VAI110

Witham Group (page 37) ..................www.rdr.link/VAI120

KEEP UP TO DATE WITH CV W

A

B

FOLLOW US ON TWITTER

LIKE US ON FACEBOOK

VISIT OUR WEBSITE

@CVWMAGAZINE

@CVWMAGAZINE

WWW.CVWMAGAZINE.CO.UK

42 CVW JANUARY 2022

Web Ad_Layout 1 23/01/2020 12:15 Page 33

For all the latest industry news, business advice and technical guides from the trade magazine for CV servicing and repair professionals

w ww.cvwmagazine.co.uk CV Wmagazine

@CV Wmagazine

CPN/CVW page grid_Layout 1 13/12/2021 11:57 Page 1